Economy air-brake apparatus.



W. G. CANION.

ECONOMY AIR BRAKE APPARATUS.

APPLICATION man 020.2.1913.

1,149,152. Patented Aug. 3,1915.

3 SHEETS-SHEET lwi/lmmw f @51 7 2% 6% k3 w COLUMBIA PLANOORAPH Co.. WASHINGTON. D. c.

w. G. CANION.

ECONOMY AIR BRAKE APPARATUS.

APPLICATION FILED DEC.2.1913.

Patented Aug. 3, 1915.

w 4 2 S n Q v w m m m m 0 11K 7 4 9 Z a 4 w n 0 1 a w a n a m 3 I 4 6 J 4 wi/weooeo COLUMBIA PLANOGRAPH c0.,wAsH1NGToN, D. c.

W. G. CANlON.

ECONOMY AIR BRAKE APPARATUS.

APPLICATION FILED 050.2.1913.

1,149,1 52 Patented Aug. 3, 1915.

3 SHEETS-SHEET 3.

/O a a Mamie a 17M MW COLUMBIA PLANOORAPH C0.. WASHINGTON, D. c.

wrLLrAM GJ cAnIoN, on E1. rnso', TE AS, .As'srsrivon ro' nnrzona Auro'iaA'ric-Am e ASSOCIATION, or Brssnn; "ARIZONA, GGRPORATION or ARIZONA.

, 1 nconolvry aimm rmaws To all whom it may con'c'emff i Be it known that I, WILLIAM-Gt 'Ganion,

provements in Economy Air-Brake 'Appaf ratus, of which the following, is 'aspecifica tion.

This invention relates i to improvements in air brake apparatus forarailway cars, the b ob ect of the invention being to provide im-f proved apparatus of this character by means of which'jan economy of compressed air may be efiected, the labor of andpower'for op erating the air compressing pump maybe reduced, and by means of 'which .the'brakes may be quickly set or released. 1 .j

Another object is to effect improvements in the construction of the engineers valve and to combine therewith" and withthe main reservoir and supply or compressing pump;

and one or more economy I reservoirs, the said valve being adaptedto establish communication between the mainreservoirand the train line, or between the train line and any one of the economy reservoirs and between the train line and theatmosphere atwill. M I; The invention-consists in the construction, combination and arrangement of devices hereinafter describedandclaimed.

In the accompanying drawings: Figure l is a side elevation of economy air brake apparatus constructed in accordance with my invention. Fig. 2 is 'a horizontal'sectional view of the same with the engineers valve set in running or brake release position. Fig. 3 is a similar view of'thesame, omitting the main reservoir, and showing the engineers valve in initial brake setting position, to establish communication between the train line andthefirst economy reservoir. F a similar view of the same, showing theengi neers valve in another brake setting 'position and establishing communication between the train liueandthe second economy reservoir. Fig. 5 is a similar view of the same, showing the engineers valve in another brake setting position and establishing communication between the train 'line 'and the third economy reservoir. Fig. dis a similar view showing the 'engineers valve", in emergency brake setting position, establishing communication between the train line and the outer atmosphere; ,Fig. 7 is a detail.

. Specification of Letters Patent.

' alaria filed nmmte'r 2; a.

Serial no. 804,248."

.1 Paaaaaauas, i915 sectional view of the engineers valve.

-j8;is a similar view of the casing of the engineers valve, with'the hollow cylindrical plug removed. Fig. 9 is detail sectional vlewof one of the section valves.

Myv improved economy lair {brake appa ra'tusis for use in connectionwith air brake apparatus of the usual type or any-suit'- able I construction and in which the brakes are applied by a piston operating in a cylnder, n wh1ch,'while the train is running compressed air is maintainedat equal 'pressure in the ends of'the' brake cylinder, and

in which the piston is operated by reducing 'pressure n one end ofthe'cylinder. j Forthe purposes of this specification an engineers valve is'indicated at l, amain reservoir at 2 and a supply or air compress 1ng pumpisindicated at 3 for supplying the main reservoir with .compressed air. A

reservoir. A pipe 5 connects the main reser voir to aport 5 in the casing 6 ofthe engineers valve. This casing is cylindrical in form and has a removablehead 7 which is here shown as screwedthereoni and the head provided with a stuffing box 8. The casing and its head are provided with a bypass duct'9 which leads from the pipe 5 tea pointin the upper end of the casing. The

train line or reduction pipefl0 which is con- I nected to the usual air brake apparatus is also connected to the bottom ofthe valve casing and communicates therewith through a port 11.

Thevalve plug 12 which is mounted for revolution andsnugly fitted in the casing is cylindrical and hollow so thata chamber 13' is formed therein. This*hollow cylin drical valve plugis closed at it'supper and lower ends. Its bottom is provided with a. central port 14 which registers with the port 11 so that the chambei l is always in communication with the train line. The valve plug has a centrally arranged up through the stufiingbox Sand is provided with (a handle or lever 16 bymeans of which the valve plug may be turned. In the topor upper head of. the hollow valve plug is a threaded opening 17 in which a plug 18 is screwed, said plug having a duct 19 and being provided at' its lower .end with aseat 20, for aconical reducing 'valve 21, the said valve having zi depending stem 75 pipe 4 leadslfromihe pu p to the main :7

wardly extending stem 15 which passes is ,s a a.

' inder' when'vapplying the brakes,.'and en- V air to be reused spring, and the; valve stem being shown Provided th-awasher 25 which-fbea'rs VI he pperend of said sprmgand w th.

an adjustingnut 26 above the washer and byvmeansof which the tension of the spring, may be, varied. a In the wall of the hollow valve jplug 12 .is port 27 I also, in a'c cordance' w thfmy, invention, provide one or'more economy reservo1rs, .to receive the compressed airreducedifrom the brake c'yl compressed v and thusprevcnted from being wasted lfltO the outer 'atm' osphe're, ber of such economy reservoirs may v played. I here: howthree f such economy abl ing such reservoirs, having a. common, bodyQth first,

economy re'servoirfbei'ng indicated at 28 the second at 129 a d the third at 3'0. A' p'1p'e 31 connects the f first economy reservo r 28 to a port 32 in the. wall of the valve casing 6. connects the second economy 1-355 reservoirfto a port'S'G in, said valve casing; v Afpipe 37 leadsffrom'the second economyreservol-r 1'29 to'the pump '3 and has a i -s check. valve 38 "to close against b'ack pressure. A; branchpipeBQj cOnne'cts the first pump and said pipese has aichec'k va1ve10 to close against back pressure. branch "pipe 41 alsoco" "nects the third economyreservolr ,anyofthe ports the engineersya g reservoir-and the valve; 12. The .valve casing 6 has a port 43 to. discharge, into, the atmosphere. valve plug 12fmay .befturned to cause its port 27' to register either with the pipe 5 which leads from-themain;reservoir or with 32'."-34 3h 'and 48, so that lve is adapted to establish communication -at will bet'weenfthe main train line orbe'tween the train line and any one of the economy reservoirs or between the train line and-the atmosphere.,. W l I In practice the main reservoir 2. will be {kept charged by the pump 3 with compressedflair at the pressure of 90 pounds y to the square inch; When the train is running and the brakes are in release position the engineers valve will be set with its port" 27 between and cut off from both of the ports 5 -32. Thisarranges the valve so. that commun'cationwill be established between the main reservoir and thetrain line through the pipe 5, bypass duct 9,

Any suitable num'; V be em economy reservoir 2f8 t'o said pipe 37jajt a point between the check valve 38 and'the- 30' to the pipe 37 and has a check Theduct 19 inregistry with the bypass duct 9 22 guided in a vertical opening in a lug or; plug 12 andthe ports 14-11,. and hence arm 23iwhich the valve plug 12 is, provided with and aspring 2&being employed to, nor-. mally close 'said' valve against the seat 2 O,

this spring being here shown as a C'Oll'd' the trainline and the air brake apparatus 'willbe charged with-compressed air at the spring 2et'closing the valve 20 pounds,

its fseat inythe port or duct 19 at against such pressure.

To set the brakes,'under ordinary condi l tions, the engmeers valve is turned to a positi'on, shown in Fig. "3 so that the port 27 is the,trainlineand the first economy reservoir .9 and established communication between 28 ,;The capacity of'such reservoir is such that a 5 pound reduction is effected in the, brake cylinders, which is sufiicient to apply the brakes, said economy'rese'rvoir be- 7 comes charged Withcompressed air at'apressureof s65 poundsand this compressed air, wh1ch1n ordinary air brake apparatus is lost by being discharged into the atmosphere,

V isconservedby my improvedfapparatus'. Ifa at anytime 'itbe' dc'sired'to increase the pressure on the brakes, the engineers valve should be turnedto the position indicated in Fig.4 .wlth its port 27 in registrywith the port 34 so'as to establish communication between the trainline and the second reservoir The capacity'of the second economy reservoir29 is suchthatit etfectsa further reduction through the train line of 20 pounds and the second economy reservoir Q29 bec'omes charged with compressed air vat the pressure ch45 pounds. If a still further degreeof pressure'on the brakesis desired the engineersvalve should be turned to' the position shown Fig. 5. with lthe port 27 in registrywithtlie eace; thus establishmg communication between the train line andthe' thirdfeconomy reservoir 30. The

capacityofthe'third reservoir 30 is such as to causef' thefs'ame to efifect areduction of pressure n the braking endsof the brake cylinder to 50 pounds,- thesaid third economy 7 reservoir becoming charged with compressed air through the tram l1ne at a pressure of 0 pounds.

In pracnc pump ,3 i is operated inter- 'mittently as requiredv and before taking in air "from the outer atmosphere it takes in compressed air from the economy reservoirs through the connections hereinbefore described' sothat the compressed air which 'is conserved by the economy reservoir is reintroduced into the main re'servoir by the operation of the pump 3 and thus the labor of a appliedprogressivelyso as to avoid jolting and arring of the car or train and yet en-v ables th brakes to'be app V61? rapidly the pum'pand'the power required to operate 7 In emergency the, engineers valve should be turned to the position. shown in Fig. 6 to cause the port 27; of the plug 12 to register I port 27 to successively register with the ports 86-3432 and finally with the port 5 or pipe 5 andire'stablish communication between the train line, and the main reservolr. I While I have herein shown and described a preferred formof my invention I would have it understood that changes may be made in the form, proportion and constructlon, of the several parts without departing from the spirit of-my invention and within the scope of the appended claims.

Having thus described my invention, I claim U 1. In brake apparatus of the class described, the combination ofa main reservoir, a supply pump therefor, a plurality, of economy reservoirs, and a valve toestab-lish communication betweenrthe main reservoir and the train line, or between the train line and any one of the economy reservoirs at will.

2. In air brake apparatus of the class described the combination of a main reservoir, a supply pump therefor, and a plurality of economy reservoirs of varying capacity, and

a valve to establish communication between the main reservoir and the train line or between the train line and any one of the economy reservoirs at will. a

3. In air brake apparatus of the class de-' scribedthe combination of a main reservoir, a supply pump thereforya plurality of economy reservoirs, anda valve to establish communication between the main reservoir and the train line,or between the train line, and any one of the economy reservoirs or be tween the train line and the outer air at will.

l. In air brake apparatus of the class described, a valveto establish communication between the main reservoir, and the train line or between the train line andthe economy, reservoir at will, said valve having pressure reducing means, and comprising a casing connected directly to the train line and having a port connected to the main reservoir and a bypas duct leading from said port, said valve casing also having a port connected to the economy reservoir, and a 1,149,152 I Q 8 c movable hollow valve plug in the casing,

having a port in constant communication with the train line, a port movable into -V communication either with the main reservoir port or'the economy reservoir port at will, and alsohaving a valved port movable into and outof registry with the said bypass I duct.

15. In airbrake apparatus ofthe class described, a valve to establish communication between the main reservoir and the train line or between the train line and the economy reservoir at will, aid valve having pressure reducing means, and comprising a casing connected directly to the train line and having a port connected to the main reservoir and a bypass'duct leading from said port, said valve casing also having a port connected to the economy reservoir, and a movable hollow valve plug in the casing, having a port in constant communication with the train line, a port movable into communication either with the main reservoir port or,

the economy reservoir port at will, and also having a valved port movable into and out of registry with the said bypass duct, and a springcto close the valve in said valved port at predetermined pressure.

6. 1n air brake apparatus of the class described, a valve to establishcommunication between the main reservoir and the train line or between the train line. and the economy reservoir at will, said valve having pressure reducing means, and comprising a casing connected directly to the train line and havmg a port connected to the main reservoir and .a bypass duct leading from said port,

said valve casing also having a port conuected to the economy, reservoir, and a movable hollow valve plug in the casing, having a port in constant communication with the train line, a port movable into communication either with the main reservoir port or the economy reservoir port at will, and also having a valved port movable into and out of registry with the said bypass duct, and a spring to close the valve in said valved port at predetermined pressure, and" means to vary the tension of said spring.

In testimony whereof I afliX my signature in presence of two witnesses.

WILLIAM G. OANIGN. I

RoB'r. STORMER.

Copies of this patent maybe obtained for five cents each, by addressing the Commissioner otj Patents,

' Washington, D. G, 

